Automatic control system for locks



Nov. 1, 1927. I 1,647,227

J. A. HICKS AUTOMATIC CONTROL SYSTEM FOR LOCKS Filed Jan. 2s, 1924 e sheets-sheet 1 i M2M 'NOV 1y J. HICKS AUTOMATIC CONTROL SYSTEM FOR LOCKS 1 Filed. Jamas, 1924 Y 6 2 ln/manto mi I l `/0/7765 /Z /7/'cA/s,

O l n J. A. HlcKs AUTOMATIC CONTROL SYSTEM FOR LOCKS AFiled Jan- 23 1924 `6 sheets-sheet s Nov. f l, 1927. 1,647,227

" J. A'. H|c Ks AUTOMATIC CONTROL SYSTEM FOR LOCKS I Filed Jan. 23, 1924 6 sheets-Sheet `4 EXHAUST funn @f I 56 s/71e: /1/c/fs.

J.'A. HICKS AUTOMATIC CONTROL SYSTEM FOR LOCKS Nov. l, 1927.

6 SheeQs-Sheet 5 Filed Jan. 23, 1924 lllllllllllllll Ill l gwuentoc A Nov. 1,1927. 1,641,227 I J. A. HICKS AUTOMATIC CONTROLSYSTEM FOR LOCKS` Ffiled Jan. 23, 1924 6 Sheets-Sheet 6 -ra/1925 Exnusr gwwnto@ Patented Nov. l, 1927.

UNITED STATES PATENT oFFlc-E.

JAMES AMOS HICKS, OF ATLANTA, GEORGIA, ASSIGNOR, BY DIRECT AND MESNE AS- SIGNMENTS, T0 AUTOMATICy CAR LOCK COMPANY, OF ATLANTA, GEORGIA,

IPORATION OF GEORGIA. A

AUTOMATIC CONTROL SYSTEM FOR LOCKS.

Application filed January 23, 1924. Serial 110.6873988.

The present invention relates to a control system ifor locks.

lt is designed particularly for, and will be shown in the present disclosure in connection with, car door locks. It is to be understood, however, that the present em-y accessibility oi the locked receptacley or ma-` licious tampering with the locks will be avoided. v

In the example herein disclosed, the invention is shown as applied to a railroad vehicle, the term vehicle to be broadly construed, and it is to be understood, also, that the invention is not limited to vehicles. Furthermore,y the invention ,is illustrated and described in connection with the usual brake equipment for railway cars, it being obvious that it will be applicable to other types of air braking apparatus; thatit is not necessarily eonlined to the illustrated type here shown, and that it may be used with pressure and release systems, Whether or not they are carried by vehicles.

Additionally, theV invention contemplates the provision Otan laudible signal which will at once give warning of any actuation oi the lock and by which attention will be called to any attempt, by unauthorized persons, to break the lock and enter the rar.

The apparatus is so coupled into the brake line that it will be at all times under the control of the engineer who, by proper'manipulation of his air, can control release oi the lock and preventvunauthorized entrance.

to the Car, and'can so manipulate the air as to maintain the car locked and the audible signal in condition for warning.

It will be obvious, trom thepdescription which follows, that thel apparatus can be handled from any compressed air plant where suiicient volume and pressure can be generated to eiiect operation of the same.

In order that the development may be clear to those skilled in the art, I have shown,

in the accompanying drawings, one embodiment of my invention, but it will be understood, of course, that changes in. con struction may be made, and mechanical eX- pedients the equivalentA of those hereinl shown adopted, and still be Within the range oi' my invention.

In said drawings:-

Fig. l' is a side elevation of a freight car to which my invention is applied.

Fig. 2' is aside elevation of so much of the inside oi the car as is necessary to illustrate 'the relation of the apparatus to tie door,

and the layout of the apparatus shown diagrammatically.

Fig. 3 is a top plan View 'of the lock control device.

Fig. 4 is a view in cross section, substan-r tially upon the line ,4 4 of Fig. 8.

Fig. 5 is a view in cross section substantially on the line 5 5 of Fig. 3.

Fig. 6 is a sectional view, subsiantiaily on the line 6-6 of Figure 3.

Fig. 7 is a view in plan of the lock proper, parts being in section, for clearness of illustration. l b Fig.` 8 is a detail perspective view oi' the Fig. 9 is a vertical sectional View of the lock.

Fig. 10 isa rontview of the lock operating handle and its hanger plateo Fig. 1l kis a view in side elevation, parts of the construction being in section,r of the bolt operatingflevers on substantially the line 11-11 of Fig. 7. n

Fig. l2 is a diagram to illustrate conventionally, and without regard to mechani- `cal construction, the layout of the .system vseveral views, 10 indicatesa car which is equipped, as illustrated, with the usual, or any suitable air braking system. This braking system iswell understood by those skilled in the art, and no ldetailed descrip-l tion or illustration of it is made, asits con#v struction andfunctions are in no Way changed. It will be referred to, therefore,`

ing', in which ismounted a rotary valvel or turning plug 88, lthe casing 87 being bolted or otherwise suitably secured to the inside of the car by means of a flange 39, with one end of the valve 40 projecting into an aperture 4l formed in. the si-de of the car, and provided with a manipulating handle 42 by means of which the plug valve 38 may be manipulated. Preferably the aperture 4l will be reinforced and bordered by a ring plate 43, which receives the bolts 44 by which the device is secured tothe car.

0f course, the details of this exposed operating handle, and its inountings may be varied, it being' here shown as a simple lever type handle for rotating' the plug valve 38.

T he plug valve 38 is mounted in the chamber 45 of the casing 87, the open end of which is closed by a screw plug or cap 46, and a spring 47 interposed between the cap and the plug tends always to hold the plug snugl f to its seat it beinO observed that the Jlu d 7 C C tapers outwardly toward the outside of the car, as best shown in Fig. 5. f i

rlhe plug valve 38 is provided with three cross passages (52, 49, 54, the first of which has a lateral branch 56), and one axially disposed passage (48 that intersects the passage 54 and is pro-vided at its inner end with a radially extending section 54'), the relation of which, to the rest of the system, can be best determined by consideration of the diagrammatic view, Fig. l2, which is designed to show, in diagram, the layout of the system, and the direction of flow of air, without any attemptl to show mechanical construction. It will be understood, of course, that the laying iny of the ports and passages in valves of this kind may be varied, .and so long as they function properly, their location or arrangement is unimportant.

The axiallyv disposed passage 48, in the plug valve, opens into the chamber containing spring 47 whicli,tl1roug'h a passage 84 controlled by a valve 79, communicates with a pipe 34 that leads to thelock operating cylinder 30, heretofore described, and furnishes the power for actuating they piston, there being interposed other cooperating elements which. will be hereinafter described.

l rEhe cross passage 49 in the plug valve connects the triple exhaust pipe 5.0 with the re taining valve pipe 5l when the )lug` valve 38 is turned to normal position, that is, substantially atright angles tol the position shown in the diagram, Fig. 12. This leaves the retaining valve and triple exhaust coupled for normal train operation, exactly as at present, so that there is no interference whatever with the retaining valve, and it will perform the usual function which it performs in air brake service.

l`he cross passage 52 when the valve 38 is rotated to the position shown inFig. 12 de- Y i livers brake pipe pressure coming from the brake pipe 53 to thefoperating devices for sending the air to the various control valves provided for operating the lock.

The cross passage 54, through the plug` valve, connects (when the valve is positioned as shown in Fig.'12) the triple valve exhaust pipe ,50 with the control valves and diaphragm chambers which will now be described, it being understood that the plug valve 38 may be manipulated to couple and bring into action, or to cut out of action the several instrum-entalities which I will now described.

The operation ofthe device is initiated by brake pipe pressure coming through the brake pipe 53 heretofore referred to, which pipe 53 couples into .the brake pipe of the ordinary train equipment. Vith the brakes inrelease, and the brake pipe of the train equipment fed up, the valve 38 will be turned to the position illustrated in which the connection between the triple exhaust `pipe andV retaining valve pipe 5l normally provided by the passage 49 is broken and the branch 56 of passage 52 is brought into coninuinication with the brake pipe lilith the valve in this position brake'r pipe pressure will pass, by passage 57, to the piston chamber 58 and move the piston 59 over against its spring 60, to the full line position shown in Fig. 6. As the pistonv 59inoves over, it willV uncover t-he passage 61 leading from the piston chamber, and vbrake pipe pressure will iiow, by passage 6l and passage 62, to the audible signal, that is, the whistle, or equivalent sounding device 63, which may be located inside the car, and suitably placed and housed so that it will be protected.l

The pistonv59is provided with a port 64 leading to the chamber in which the spring is housed, andl this chamber communicates, by a passage 65, with'a diaphragm chamber 56, the diaphragm 67 in which is provided wi h a valve operating pin 68, bearing upon and adapted to open avalve 69 when pressure on` the diaphragm 67 kforces it downwardly.

When the brake pipe pressure in the piston chamber 58 is reduced to the'point where it will not counterbalance the spring G0, the spring will move the piston 59 over, closing the outlet passage 61, and air pressure through this passage and the passage 62 t5 the whistle 63 will be cut oil?.

The plug valve 38, when in the position shown referred toand in Fig. 6, also delivers brake pipe pressure by passage 70 to a cham-A ber beneath the valve 7l on the other side of the control device, which valve 7l normally closed by the spring 72, so that dure ing the operation just described of initially blowing the whistle, brake pipe pressure has been standing below the valve-Tl; c i

It will be obvious that when brake pipe pressure has been reduced, as described, by blowing vthe whistle, that such reduction will effect a service application of brakes, and that as soon as the piston 59 moves back, as described, and shuts off the passage 61, the pressure in the brake pipe will be sufiicient to release the brakes.V

The time intervai during which the whistle will blow and brake application will be made, can, of course, be varied, dependent on the area of the passage 64 in the piston 59` As one example, I have, in practice, arranged for a twenty-live (25) second interval between the moving over of the piston 59 to permit brake pipe pressure to flow to thc passage (il and the whistle, and the return of that piston 59 by the spring 60. rllhis time interval will be figured according to the needs of the situation, and can be made, of course, ,greaterl or less, as may be desired.

As the pressure accumulates in the diaphragm chamber G6, it will move the dia phragm 67 down, and th-e diaphragm pin 68 will unseat the valve .69, which is normally held closed by a spring 73 below it. When the plug valve 38 is manipulated as j ust described, the warning sounded; brake application made; and, on feed up of brake pipe, a release of brakes brought about, brake cylinder exhaust through the triple valve will pass, by pipe 50, which is coupled into the triple valve on the exhaust side, to the valve 69, which has been opened by pressure on the diaphragm 67, as heretofore described. This exhaust pressure from the triple valve will pass, by passage 7 1, to the plug` valve 38, and, by passage 54, in the plug valve, go past the non-return check valve 74E to a second diaphragm chamber 7 5, and stand above the diaphragm 7 6. The diaphragm 76 has a valve actuating pin 77 engaging the valve 71 normally held closed by brake pipe pressure, and by the spring 72. rIhe brake cylinder pressure coming from the triple exhaust to chamber 7 5 above the diaphragm 76 will, because of the difference in area, force the diaphragm down and open the valve 71. Brake pipe pressure will then (through passages 56, flow past the valve below the diaphragm, and, by passage 62, go to the whistle 63, and again give an audible signal, and, at the same time, because of the consequent reduction of pressure in brake pipe, effect an application of brakes. rIhe diaphragm chamber is provided with a blow down port 78 similar to the port in the piston 59, and, through this port 78, the pressure in the diaphragm chamber 75 will gradually bleed off until the spring 72 and the brake pipe pressure below the valve 71 will close that valve, causing cessation of the whistle, and, as the valve 71 is closed the brake pipe will be fed up exactly as it was fed up after reduction through the port 64 in the piston 59, release of brakes will result.

The time interval for this second Warning and brake application will be figured according to the'needs of the situation by making the blow down port 7 8 larger or smaller. In practice, I have gured a time interval of twenty-live (25) seconds, but, obviously, this can be changed, if desired.

Ihe triple exhaust pressure which, as has been pointed out, traverses the plug valve 38 by the passage 54, and passingV the check; valve 74;', goes to the diaphragm chamber 75, is also routed by the axial passage 48 in the plug valve, as best shown in Fig. 5, to the chamber 45 behind the plug valve, and stands against a valve 79 normally held to its seat by the spring 80, an adjusting screw 81 being provi-ded in the top of the sleeve or valve housing 82 so that the tension ofy the spring 8O may be adjusted to meet diderent pressures. I have found, in practice, that a pressure of thirty (30) pounds beneath this valve is sur'iicient to give a proper functioning of an operative equipment built by me,

but it is clear that, in practice, other pres' sures may be used, if desired.

The tail of the valve 79 passes 'through a suitable aperture in the valve casing into op-V erative relation with respect to the 'plug valve 38, as clearly shown in Figs. fl and 5. Pressure coming from the chamber't will raise the valve 7 9 against the tension of its spring, and passing that valve, will go, by passage 8e and pipe 34 to the piston chainber 30 of the lock cylinder', so that there will be thrown behind the piston 31 the unlocking pressure, in this instance, thirty (30) pounds, which is bein@ used.

The non-return checik valve 74C', heretofore referred to, has the. function of preventing manipulation of the control device to effect unlocking, by trapping-.the air which passes it in the diaphragm chamber 75, so that it cannot return, but must actuate the diaphragm 76, and the valve 71, as described, until it is blown down through the port 78. IVithout this non-return check, it might be' possible for anyone skilled in the manipulation of the device and knowing its manner of operation, to turn the valve 38, so as to give the` first warning of the whistle,'due to brake pipe pressure comingfrom the piston chamber 58 and passage 61, and eifect an appli` cation of brakes. If this first warning and application was not noticed and the brake pipe was fed up and brakes released7 the triple exhaust pressure would pass to the diaphragm chamber 75. rIhereupon, if the non-return check valve were not present, the plug could be returned to normal, and the pressure in diaphragm chamber 75 thrown to atmosphere before it could aetuate that diaphragm 76, and the valve 71, and give the second warning and second application of brakes. By interposing this non-return check, however, I haveV eifectually guarded against any such manipulation of the device, for when the triple exhaust presu `been bled down through the port 78, thisresulting in the second Warning and second application ot brakes.

Wrhen this pressure is thrown'behind the piston 31,`it will be forced over, as has been heretotore described, against the spring 32, and, through the system ot links and levers set tortli, will pull the bolt 21 from the lock loop 15, and that lock loop, by means of the manipulating handle hereinbetore described, may be drawn out and the car door unlocked.

The valve T9 is closed by the spring 80, so as to close the port leading trom the chamber e5 when the plug valve 3S is turned to operating position for unlocking the car, there being provided a cut-away or flattened surface 83 on that valve, as clearly shown in Figs. and 5, which will give clearance for the tail of the valve 79, and permit that valve to seat, so that, While the pressure coming` trom the chainberdi can lift the valve 79 and pass, by passage 84 and pipe 3, to the lock cylinder, it will be retained and cannot return past the valve 79. However, when the plug valve 528 turned to inoperative position, itsv cylindrical surface will engage the tail oil the valve '79 and litt the valve troin'its seat, so as to permitthe air to return, and, by chainber 45, axial passage 48, and cross passage 5a', passte mosphere through a suitable atmospheric passage 54, as shown in Fig. 5, thus releasing pressure rom the lock cylinderV and permitting the spring` 3Q to throw the bolt to locking position.

rihe piston 31 is providedivith a valve seating surface 85 which, when the piston 31 is lircvfn over, seats snugly against the bottom of the piston chamber and seals the spring housing chamber, so that there Will be no leakage oi air, andthe lock may bey held open under pressure `from Vthe control device for a very considerable length ot time, l having found, in practice, that With a Well up, operative device, I have been able to retain pressure in the control device and lock cylinder tor period of ninety-si); (96) hours.

En the application oic my invention shown in Fig. 1, Where I have illust-rated a double door arrangement, 'that is, a full door 12, and a vent door 13, each door will have a lock loop 15, such as has been described, and each lock loop will be engaged by the saine bolt actuated 'from the saine lock cylinder, it being understood that in the position shoivn in Fig. 1, the door v12 is in use or positioned across the opening in the Wall of the car. When the lvent door 13 is to be used, the doors Will be moved over to the right (Fig. 1), and the vent door 13 brought to proper position to be engaged and held by thev lock bolt.

The door on the opposite side of the car will have a corresponding'lock arrangement and lock cylinder as has been described, the pipe 35,-as hereinbefore stated, crossing the car from one side to the other, and connecting the two lock cylinders.

Obviously, this duplication and tandem arrangement of lock cylinders, all operable from a single control device, can be multiplied, as may be desired.

lith the control device in normal position, the locking bolt is, of course, held in place by the spring 32, and being completely housed within the car, is not accessible from the outside, and cannot be tampered .with by unauthorized or malicious persons. The locking bolt 2l can be Withdrawn from the lock loop 15 only in the manner described by putting brake pipe pressure into the control device, and operating the plug valve manually to set it for unlocking, and then, by air pressure'froin the triple exhaust, thro-ugh the various valves and diaphragm chambers heretofore described, throwing such triple valve exhaust pressure into the lock piston cylinder 30. y

Manipulation of this plug valve 38 through the handle 42, as heretofore described, initially sounds a Warning, as has been set forth, and, because of reduction oit' brake pipe pressure, makes an application of brakes. This first Warning and application, which results from throwing brake pipek pressure behind thev piston 59, is followed, after the piston 59 has moved back under the influence of its'spring, and, by reason of reduction ot' pressure in thepiston chamber 58, by a second warning and a second application of brakes, due to brake pipe pressure passing the valve 71, as has been heretofore described, and, by passage 62 again going to the Warning Whistle 63, this second reduction of brake pipe pressure resulting, of course, in a second application of brakes. l v

This functioning ofthe control device vvill continue as long as the plugy valve 88 is in the adjusted position represented in the diagrammatic View (F ig. 12), for brake pipe pressure Will be alternately built up and reduced, with, at regular intervals, automatic operation of the control device and repeated Warnings from the Whistle and-repeated brake applications.

The diagrammatic view 12) lshows the relation of the several parts and the path of pressures from the brake pipe and triple exhaust `occurring When the lever 42 has been turned to move the plug valve SS-to eti'ect an unlocking of the car doors following a release of the brakes.

As before explained, Vnormally t-he valve 38 is in a position substantially at right angles to that represented in the diagram and at such time the passage 49 through the plug valve connects the triple exhaust pipe 50 with the retaining valve pipe 5l. llnder such conditions the branch 5G of the passage 52 is out of alignment with the passages 5'? and in the valve case and the passage 54 is out of alignment with the sections of the passage 74.

Therefore, normal manipulation of the brakes by the ordinary control devices will not atleet the lock mechanism to which the present invention relates.

lV hen the car brakes are released, however, after the lever l2 has been turned to position the plug valve 38 as shown 1n the diagram, it will be seen that the brake pipe 555 will be in communication through the l: anched passage 52, with the passage 5.7 leading to the valve means D (comprising the piston 59 and its chamber) and also through the passage 70 with the chamber in which is positioned the valve 7l, (this being a part of the valve mechanism generally designated B in the diagram and including the valve 7l and diaphragm valve chamber 75).

[rt the same time the passage Sil in the plug valve 38 forms a portion of the passage 74 leading from above the valve 69 (constituting a part ot the valve mechanism designated A on the diagram) to the non-return check valve Til (represented by E on the diagram) and the chamber 75 of the valve mechanism B.

The chamber in the valve mechanism A beneath the piston 69 is in constant communication with the triple exhaust pipe 50 through the passage 55.

The passage 54 in the valve being in constant communication with the axial passage 48 any pressure through the passage 74 will also pass through the passage 34 and pipe 35 to the two lock mechanisms, after raising the valve 79 (represented at C in the diagram).

The arrows on the diagram show the passage of pressure from the brake pipe and triple exhaust through the several valves thatl have been hereinbefore described.

This system, as stated at the outset, will function either on a train coupled to a locomot-ive, or it will function when a block of cars standing in the yard are coupled up to an air plant, such as yards are ordinarily equipped with. The operation will be, of course, identical in each case.

Assuming the train to be made up, the brake pipe will, of course, be fed up to brake pipe pressure, the auxiliaries will be charged, and brakes will be in release, all as is usual with air brake equipment. The control valve for my automatic lock control will be in neutral position, and pressures in the automatic control device will be released, with the locking bolt 2l engaging the lock loop l5 with the car door locked. This condition will continue until the plugY valve 38 is, by means of the handle turned so as to throw the air from the brake pipe into the control device. Immediately this is done, the engineer and the train crew, if the turning ot' the plug be done maliciously and with intent to break the car, 'ill be notitied by the blowing of the whistle and the appucation of brakes of such attempt, and` be- 'ause of the audible signal, it will be easy to locate the particular car which is being tainpered with. As stated, as long as the plug valve 38 remains in position to admit pres sure to the control device and throw the locln the warning whistle and application of brakes will continue intermittently and periodically.

l/Vhen a car is set out at a station, it is obvious that if there is no air on the car, it would be impossible to unlock it. bolt 2l is held closed and in engagement with the lock loop l5 by means ofthe spring '32, there is no way of entering that standing car until air pressure has been supplied and the 'brake pipe pressure built up so as to provide unlocking pressure and permit functioning of the automatic control device, as set forth. lf the car was charged with air. it would not be possible to ei'iect unlocking` for it' the plug valve 38 is turned and brr Ve pipe pressure is thrown into the control device, the warning whistle would sound, and the brakes would be applied, but there would'be no way of releasing those brakes, since there could be no feed up of brake pipe, and as has been pointed out, this device functions for actuating the lock, onlyv upon release of brakes when brake pipe is fed up and brake cylinder exhaust pressure comes from the triple valve, and, by the route described, pas i to the lock cylinder.

lf the engineer and crew should leave the train standing in the yard, or at a siding, coupled with the engine, a lightapplication of brakes would be made, and the engineers rotary valve would then be left in what s known as lap7 position, in which position. as is well known in the air brake art, there is no feed up of brake pipe. lf, while the train was standing in this condition, the plug valve 38 should be turned, there would be an immediate reduction of brake pipe pressure; a sounding of the whistle, and an application of brakes. The engineers valve, being in lap, there would be no feed up to brake pipe, and, therefore, no pressure from the engine to etiect release of brakes. W hen the train, under such conditions, moved out of the station. there would, of course, be a'release of bra es, due to buu up of the brake pipe pressure, and if any of the :ar locks had been tampered with and the plug valve 38 turned in an effort to unlock a car, there would be an immediate warning Since the liu from the whistle on that particular car, and an application of brakes. It is release of brakes and the-passage ofybrake cylinder exhaust pressure through the triple valve exhaust into the automatic control device and the lock cylinder, that brings about an unlocking of the car, and, in the absence of any building up of pressure in the train pipe to release brakes, this, of course, could not be done.

The, operating devices for the plug valve will, of course, be located where they will be accessiblefrom the outside. They may be placed at any convenient or desired point on the side of the car, but I contemplate placing them,'as shown in Fig. l, at a point removed from the end of the car and from the top of the car, so that the control device cannot be operated by anyone riding the train, eit-her from the end ladder or from the top of the car, althouglnwhen authorized manipulation of the system is desired,

it can be easily reached from the ground. This placing of the operating devices for initiating the action of the automatic control device very ei'ectively guards against operation of the system except from the ground, when the train or cars are either standing still or moving so slowly that it may be done.

lhe escutcheon or plate 43 may, be appropriately marked, or provided with any suitable stops to indicate the limits of movement to which the handle 42 should be thrown in manipulating the automatic control.

in setting out a car, or any number of cars at a station, the crew or the station agent can unlock those cars, if desired, by manipulating the control device, as has been described. lf it is thought desirable to leave the cars locked for unloading later, then, whenit is necessary to open them, this can be readily done from thelocomotive of any train coming into the station by simply coupling from the locomotive across to the f Vcar or cars, and charging the car equipment.

Ofcourse, in alaro'e yard, where an air plant is present, the cars may. be placed Wherever the unloading is to be done, and the air supply coupled on to them. TWhether the unlocking of the car is done from a locomotive, or from a yard plant, the operaticn would be the same. rlhe brake pipe and auxiliaries would be charged, and passing from one car to another, the crew would manipulate the unlocking control device in the manner stated, throwing the air to the lock cylinder, and pulling the lock bolt, and then withdrawingthe loop lock. Immediately the loop lock is thrown and the car un-V lcckcd, the control device will, of course, be thrown to its normal position.

lf, for any reason, it is not desired to immediately open the car, it may be charged with air, and the control device manipulated to throw the air to the unlocking cylinder, which will function to pull the bolt as stated, andthe plugvalve 38 can then be rotated to what may be termed lap position, with its ports and passages blocked so as to retain pressure in the lock cylinder, and hold the bolt withdrawn until such time as it is desired to pull the lock loop and open the car. The control system, as has been heretofore stated, will retain its pressures for a very considerable number of hours after it has once been charged, so that vthe bolt will remain withdrawn for a considerable period. c

Surreptitious unlocking of cars by bringing in a cylinder of compressed air, or by means of a hand compressor wouldy not be feasible,vin fact, wouldbe practically impossible, for the reason that such compressed aircontainer or compressor would have to `be of such size or capacity as would do the work of a locomotive compressor and supply in pressure and volume as mucl; air as a locomotive or standard plant would supply. It is clear that pilferers could not successfully handle` in a yard, without detection, apparatus of this type.

The device does not cause any appreciable drain on air supply, for, in the iirst place, it is used for only a short time for effecting the unlocking of eachl car, and, secondly, the volume of air necessary to cause operation of my control system is relatively small.

It will beobserved, further, that it in no way' interferesz with or affects the braking system, simply being tapped on to that system, as other devices are tapped on to the brake system,"such kas, for-example, compression connections for water lifters;l compressed air lire door operating devices; au-

tomatic locomotive reversers, and the like.

all of 'which are in common'use, and none of which affects the action of the brake equipment. Furthermore, the device, when installed on a car, serves to detect and pretect against faulty brake equipment, for if the air brake equipment be so deranged and below safetythatthe control system which I have invented cannot be manipulated, attention is at once forcibly drawn to the faulty condition of that car, due to the fact that it cannot he unlocked, and the necessary repairs will be made. y

It will be seen that in the system described, control of the lock depends upcn a source of pressure, here shown as brake cylinder pressurer coming from the auxiliary, which auxiliary is built up from the brake pipe, which brake cylinder pressure,V when released, actuates the lock control mechanism, `Additionally,`and for the wa.V .1g features, comprisingthe audible signal and the brake application, thesystem depends on a second source of pressure,namely, the brake pipe. Furthermore, and for the mit proper functioning of tlie system, it depends on a valve device in tlie nature or a triple valve, tor tlie control and build up auxiliary and release or brake cylinder, and linally, upon the manually operable control device 'toi' initiating and controlling the lock actouting pressures.

lt will be understood tliat u'liile tbe device is primarily intended for use ivitli railway ca ,5, and tlie like, as here sliown, it is entirely possible to adapt it to lock control wherever needed, by simply supplying' tlie necessary source of air pressure and manipulating it 'tor build up and release so as to give a proper ii'unctioniiig oli the automatic control device.

l. ln a systeniot lock control, tlie coinbination ot :i lock, pressure-actuatcd means controlling said lock`I` a source ot' pressure, a pressure container connected vfitli said source, means for reducing pressure in said coiitainer, and means to deliver reducing pressure coming from said contain-er to said lock-controlling means.

2. ln a system oli lock control, tlie combination of a lock, pressure-actuated means controlling said lock, a source of pressure, a signal operable from said source o' pressure, a pressure container connected with said source, means for reducing pressure in said container, and means to deliver reducing pressure coming from said container to said loclr controlling means. 'J

I3. ln a system ot lock control, the combination or a lock, pressure-actuated means controlling said lock, a source of pressure,

an audible signal operable from said source or pressure, a pressure container connected Willi said source, means for reducing pressure in said container, and means to deliver reducing pressure coming from said container to said lock controlling means.

d. ln a system oli lock control, tlie combination of a lock, pressure-actuated. means controlling said loclr, a source oi' pressure, an audible signal connected ivitli said source ot pressure, a pressure contain-er connected with said source, means for reducing pressure coming 'from said source and sounding said signal, means automatically responsive to reduction oi' pressure from said source to reduce pressure in said container', and means to deliver reducing pressure coming Jfrom said container to said lock cont-rolling means.

5. ln a system ot lock control, the combination of a lock, pressure-actuated means controllin(r said lock, a source of pressure, an audible signal, manually operable means to reduce pressure coming from said source, and sound said signal, a pressure container connected with said source, and means auto matically operable upon reduction of pressure coming from said source to reduce sure coming 'from said 'container and delivering it to said lock controlling means.

(S. In a system oiC lock control, the combin nation ot' a lock, pressure-actuated means controlling said loclr, a source of pressure, an audible signal, a valve to reduce pressure coming from said source and sound said signal, a pressure container connected With said source, means automatically operable upon reduction or' pressure coming from said source to reduce pressure in said container, and means actuated upon reduction of pressure coming from said source to deliver reducing pressure coming from said container to said manually operated valve, .said valve serving to deliver container pressure to said lock controlling means. f

i', ln a system or lock control, the combi` nation or a loclr, pressure-actuated means controlling said lock, a pressure pipe, an audible signal, a pressure cylinder connected witli said pipe, manually operable means toreduce pressure in said pipe and sound said signal, a` valve responsive to reduction or pressure in said .pipe to automatically reduce pressure in said cylinder, and means operable upon reduction of pressure in said pipe tov deliver reducing pressure coming rrom said cylinder to said loclr controlling means.

S. ln a system of lock control, the combination of a lock, pressure-actuated means controlling said lock, a pressure pipe, an audible signal, a pressure cylinder connected Witli said pipe,a manually operable valve toreduce pressure in said pipe and sound said signal, a valve operable upon reduction ot pressure in said pipe to reduce pressure iiisaid cylinder, and means operable upon reduction or' pressure in said pipe to deliver reducing pressure coming from said cylinder to said manually operable valve, said valve being manipulable to 'deliver sucli pressure to said lock controlling means.

9. ln a system of lock control, tlie combination ot a lock, pressure-actuated means controlling said lock, a pressure pipe, a pressure cylinder, means for reducing pressure in said pipe, a triple valve connecting said pipe and cylinder and acting upon reduction of pressure in said pipe to reduce pres sure in said cylinder, and means to deliver tlie reducing pressure coming jrom` said cylinder to said lock controllinf-Y means.

l0. ln a system ci lock control, tlie combination oie a lock, pressure-actuated means controlling said lcclr, pressure pipe, an audible signal, manually operable means itor reducing pressure in said pipe and sounding said sional, a pressure cylinder, a triple valve connecting said cylinder and pipe and acting upon reduction of pressure in said pipe to'reduce pressure in said cylinder, and

dil

sure operated signal, manually operable means for reducing pressure in said pipe, means todeliver reduction pressure coming from said pipe to said signal for a predetermined time,A a pressure cylinder connected with said pipe, means operable on reduction of pressure in said pipe to reduce Vpressure in said cylinder, and means to deliver reducing pressure coming. from said cylinder to.

said lock controlling means.

12. In a system of lock control, the combination of a lock, pressure-actuated means controlling said lock, a pressure-pipe, a pressure operated signal, manually operable means for reducing pressure in-said pipe, means to delivei reduction pressure coming from said pipe to said signal for a predetermined time, a second and independent means lor delivering reduction pressure coming from said pipe to said signal for a predetermined time, a pressure cylinder connected With said pipe, means operable on reduction of pressure in said pipe to reduce pressure in said cylinder, and means to deliver reducing pressure coming from said cylinder to said lock controlling means. Y

13. In a system of lock control, the combination of a loclr, pressure-actuated means controlling said lock, a source of pressure, a pressure operated signal, manually operable means to deliver pressure from said source to said signal,` means to cut oil' pressure to said signal after a predetermined period of time, and 'means to deliver pressure to said lock controlling means. Y f

14e.. In a system oit lock control, the combination of a lock, pressu'refactuated means controlling said lock, a source of pressure,

a pressure operated signal, a` pressure con-l nection from said source to said signal, a second pressure connection from said source to saidA signal, manually operable means controlling said connections, means to cut off pressure through said first named signal connection after a predetermined periodV of time, means to cut off pressure to said signal through said second named connection after a predeterminedpperiod of time, and means to deliver pressure to said lock controlling means. j

15. In a system of lock control, the coinbination oit' a lock, pressure-actuated means controlling said lock, a source of pressure, a pressure operated signal, a pressureconnection from said source to said signal, a second pressure connection from said source to said signal, manually operable means controlling said connections, automatic means to cut ott the first named connection to said signal after a 'predetermined period ot time, automatic means to cut oiiq said second connecvtion to said signal after a predetermined period of time,l and means to deliver pressure ylo said lock controlling means.

16. In a system of lock control, the combination of a lock, pressure-actuated means controlling said lock, a `pressure operated audible signal, a pressure connection vfrom said source to said signal, a vsecond pressure connection from said source to said signal,

'manually operated means controlling saidv connections, pressure responsive means act-` ingautomatically to cut oil said iirst connection to said signal after a predetermined period of time, pressure responsive vmeans acting automatically to cut off said second pressurefconnection to said signal after a predetermined period of time, and means to deliver pressure to said lock controlling means.

17. In a system of lock control, the combination of a lock, pressure-actuated controlling means ior said lock, a source of pressure, an vaudible signal, a plurality of pres sure connections from said source to said signal, manually operable means controlli-ng said connections, and automatic means in each ofy said pressure connections to cut off pressure to said signal after predetermined periods of time. e

18. In a system of lock control, the combination of a lock, pressure-actuated controlling meansffor said lock, a source of pressure, an audible signal, a plurality of pressure connections from said source to said signal, manually operable means controlling said connections, and automatic means in each of said connections to cut off pressure to said signal at separated intervals and after predetermined periods of time.

`v 19. In a system of lock control, the combination ot a lock, pressure-actuated`means controlling release of said lock, a source of pressure, al signal, and manually operable means interposed between said source of pressure and said signal and said lock controlling means, to deliver pressure to said 'signal and to said lock controlling means.

20.,In a system of 'lock control, the combination of a lock, pressure-actuated means controlling release of said lock, a source of pressure, a signal, a manually operable valve interposed between said source of pressure andsaid signal and said lock controlling means, to deliver pressure to said signaland said lock controlling means. n

21. In a system of lock control, thecombination of alock, pressure-actuated means controlling release of said lock, a source lof pressure, a signal, a manually operable valve interposed between said source-,ot pressure and said signal and said lock controlling means, IneanS responsYe to pressure coming past said valve to actuate said signal, and means responsive to pressure coming past said valve to actuate said lock controlling means.

"22. ln a system et `lock control, the combination of a lock, pressure-actuated means controlling said lock, a pressure pipe, a signal, a manuallyv operable valve interposed between said pipe and said signal and said lock controlling means, a normally closed pressure-actuated piston controlling pressure coming past said valve to said signal, and a normally closed pressure-actuated valve controlling pressure' coming past said manually operated valve to said lock controlling means.

28. ln a system of loek con-trol, tlie combination of a lock, pressure-actuated means controlling said lock, a pressure pipe, a signal, a manually operated valve interposed between said source oit pressure and said signal and said lock controlling means, a spring closed pressure-actuated piston controlling pre-'sure coming past said valve to said signal, and a spring closed pressure-actuated valve controlling pressure coming past said valve to said lock controlling means.V

2st. ln a system ol lock control, 'tlie combination et' a. lock, pressure-actuated means controlling said lock, a pressure pipe, a signal, a manually operable valve interposed between said pipe and said signal and said lock c ntrollingI means, a spring closed pressure-actuated piston acting to intermittently open and close a passage leading from said manual valve to said signal, and a spring cloied pressure-actuated valve controlling tlie passage leading from said manual valve to said lock controlling` means.

In a system of lock control, the combination oll a lock, pressure-actuated means controlling said lock, a source oit' pressure, a signal, a manually operated valve interposed between said source of pressure and said signal and said lock controlling means, a pressure receiving chamber between said valve and said signal, means in said chamber to alternately open and elose the passage from said manualf valveto said signal, a second souree ot pressure, a pressure-actuated valve controlling said second source, a pressureoperated diaphragm `for operating said valve, and a spring closed pressure-actuated valve Controlling `the pressure coming from said manual valve to said lock controlling means. Y

ln a system of lock control, the combination ol a leek, pressure-actuated means controlling` said leek, a source of pressu-re, a signal, a rplurality oit liuid pressure connections from said ysouree to said sional, a manually operated valve controlling pressure coming from said source, an automatically acting lluid pressure operated device in one of said signal connections to per- `mit fluid pressure to sound said signal lor a predetermined period or time, and automatically acting luid pressure-actuated means in another signal connection operable aliter the operation of said tirst named device to deliver pressure to and sound said signal for a predetermined period of time.

27. ln a system o1c lock control, the combination of a lock, pressure-actuated means controlling` said lock, a source of pressure,

mined period of time, and means in anotlier.

signal connection whose action is initiated by tlie operation or said first named device to deliverv pressure to and sound said signal tor a seeond predetermined period oi' time.

28. A pressure controlling device for lock control systems comprising, in combination, a manually operable pressure controlling valve, a signal, a pressure-actuated device controlling` the passage from said manual valve to said signal, a normally closed valve controlling a pressure passage leading VVto a lock,-and means actuated by pressure coming from said manual valve to open 'said normally closed valve and deliver pressure to said passage;

29. A pressure controlling device for lock control systems comprising,in combination, Y

a manually operable pressure controlling valve, a signal, a pressure-actuated device controlling` the passage Jfrom said manual valve to said signal. a normally closed valvecontrolling a pressure passage leading to a lock, and a diaphragm actuated by pressure coming from said manual valve to openV said normally closed valve and deliver pressure to said passage.

30. A pressure controlling device for lock controlling` systems comprising, in combination, a manually operable pressure controlling valve, a signal, a pressure-a tuated device controlling the passage from said manual valve to said signal, a'se'condpressure- 1 actuated device controlling a passage from said manual valve lto said signal, a normally closed valve controlling a pressure passage leading to a lock, a diaphragm actuated by pressure coming from said manual valve to open said normally closed valve and deliver pressure to said passage and a second pressure-actuated valve in said lock passage.

3l. A pressure controllingdevice for lock controlling systems comprising, in combination, a manually operable pressure controlling valve, a signal, a pressure-actuated device controlling the passage trom said manualfvalveto said signal, a second pressureactuated device controlling a passage from said manual valve to said signal, a normally closed valveA controlling a pressure passage leading to a lock, a diaphragm actuated by pressure coming from said inanualvalve to open said normally closed yvalve and deliver pressure to said passage, a second pressureactuated valve in said locl passage, and op.- erating connections between said last named valve and said manual valve.

32. A pressure controlling,- device for lock controlling systems comi'nising. inv combination.l a manually operable pressure controlling valve, a signal, a pressure-actuatedl device controlling` the passage from said man` ual valve to said signal` a second pressureactuated device controlling a passage from said manual valve to said signal, a normally closed valve controlling a pressure passage leading to a lock, a diaphragm actuated 'by pressurecoming from said manual valve to open said normally closed valve and deliver pressiire'to said passage, a secondpressureactuated valve vin said lock passage, and a second valve in lsaid lock passage adapted to be engaged by said manual valve.

A pressure controlling device for-lock controlling systems comprising, in combination, a manually operable rotary pressure controlling valve, a signal, a pressure-actuated device controlling the passage `from said maniialvalvc to said signal, a second .Y pressure-actuated device controlling a pas' Vsage'iironfi said manual valve to said signal,

a normally closed valve controlling a. pressure passage leading to a lock, a diaphragm` actuated byY pressure coming from said manf ual valve to open said normally closed valve and deliver pressure to saidpassage, a second pressiire-actuated valve in said lock passage, and a second valve in said lock passage adapted to be opened by said rotary valve upon predetermined angular movementJ of said rotary valve. '4

34. A pressure controllingdevice for 'lock' controlling systems comprising a valve casing= a pressure pipe communicating with said casing, a second pressure pipe communicating with said casing, a signal pipe communicating with said casing, a connection leading from said casing to the lockl casing to they lock controlling devices, a normally closed pressure operated valve in said lock passage, and a single manually operate'dfrotary valve controlling said pressure connections.

37., Apressure'controlling device i'oi' lool; controlling systems'comprising, in combination, a casinggja pressure pipe connected with said casing,'a signal pipe'leading from said casing, a connection leading from said casing to the lock controlling devices, finorvinally closed pressure operated valve in said vlock passage, and a single manually operated rotary n, valve controllingsaid lpressure connections, the tail of said last named valve progecting into 'operative relation to said ro- Ytary valve to holdit in open position in certain predetermined angular positions of said rotary valve.A

38. The ycoi'nbination of a dooi'aloclay loop vkcarried by said door and movable to' operative vand ino erative ositions a" ivoted bolt adapted to engage said loop, toggle joint mechanism engaging said bolt, a thrust rod lconnected with sai-d toggle mechanism, a

springtomove said thrust rod to straighten said toggle' mechanism and hold said bolt in one position relative to said loop, and a fluid pressure operated piston opposedl to vsaid,

spring and. adapted, when pressure is appliedthereto, to move the thrust rod, toggle mechanism, and bolt to an opposite position.

ing air brake equipment, adoor lock carried by said carand having a movablelocking element, a fluid pressure vcontrol device, a

" VV39. The combination of a railway car liav- 'n pressure connection vfrom the.. brake `pipe tov said'lconti'ol device, a'fiuid pressure connection from the triple valve'to said control vdey vice, and luid pressure-'actuated means operated by triple valve pressurec'oming 'from saidcontrol device to move said lockingelement in one direction. 40j The combination of a, railway car having air brake equipment, a door lock carried by said car and having a movable locking elenient,a fluid pressure control device,

ra pressure connection from the triple valve to said control device, iuid pressure-actuated means operated by triple valve pressure coming from said control device to move said locking elementin. one direction, and independent means to move the locking element in the opposite direction.

41. The combination ofa railway car having air brake equipment, a car door, a lock for said door comprising a rmovablev locking element, a fluid pressure control device, a fluid pressure connection from the brake pipe to said control device, a fluid pressure connection from the triple valve to said control device.` an audible signal connected with said control device, fiuidpressure operated means connected with said control device to actuate said lock, and a manually operable valve in said control device to throvvT brake pipe pressure to said signal, and triple valve pressure to said lock actuating` means.

yhe combination of a railway car having air brake equipment, a car door, a lock for said door comprising a movable locking element. a fluid pressure control device, a fluid pressure connection from the brake pipe to said control device, a fluid pressure connection from the triple valve to said control device, Huid pressure operated means to move said locking` element, a fluid pressure connection from said control device to said lock operating means, and a manually movable valvein said control dev-ice to reduce brakepipe pressure, apply brakes, and deliver triple valve exhaust pressure to said lock operating means. s

4:3. The combination of a car having air brake equipment, of a cardoor, a lock for said door comprising a movable locking element, a fluid pressure control device,` an audible signalhaving a. fluid pressure connection with said control device, a connection from said brake pipe to said control de vice, a connection from the triple valve to said control device, pressure operated means to. move said locking element, a connection from said lock operating means to said control device, and a manually operable valve in said control device to reduce brake pipe pressure, apply brakes, soundl said signal and de liver triple valve pressure to said lock op erating Vmeans to move said lock. Y

44. In a lock, the combination of a manually manipulable loop member, a support on which said loop member is slid able, a keeper to receive said loop member When in locking position, and a bolt to engage said loop member.

a5. In a loclr, the combination of a manually manipulable loop member, a support on which said loop member is slidable, a keeper to lreceive said loop member, and a spring bolt to automatically snap into and engage said loop member When it is moved to locking position. l

a6. In a lock, the combination of a manu` ally manipulable loop member, a support Von which said loop member is slidable, a bolt to engage said loop -member when in locking position, and a housing to receive said loop member when in inoperative position.

il?. In a lock, the combination of a housing, a support in said housing, a locking loop movable from inoperative position on said supportin the housing to operative position, and a bolt for engaging said loop When in operative position. y

48. ln a lock, the combination of an open front housing having a protecting marginal Wall, a support at the upper end `of said housing, a. locking loop mounted on said support and adapted to hang When in inoperand a lock adapted t-o retain a doo-r of the car closed, of means for releasing said Ylock controlled by the exhaust from the fluid pressure brake devices of the car resulting from an operation of said devices to apply and release the car brakes.

51. rlhe combination With a railway car provided With iiuid pressure brake devices, and a lool; adapted to retain a door of the car closed, of means for releasing said lock controlled` Vbyr the exhaust from the fluid pressure brake devices of the car resulting jfrom an operation of said devices to apply and release the car brakes, and an audible signal adapted to be sounded during such operation of the car brakey devices.

ln testimonyv whereof I have hereunto set my hand.

` JAMES AMOS HICKS. 

